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Remember that I'm here to help; if your vehicle is exhibiting transmission/clutch slipping, I want to see how I can help. Please send me a PM with some background on what you've been experiencing, your VIN, dealer, mileage, and a good daytime contact number. I'll start researching.

Thanks!
Crystal

VECHILE: 2012 Ford Focus Titanium

MILEAGE: 6,590
12B37 update

I first experienced slipping around 3,546 miles when shifting from 1st to 2nd, especially in high-torque situations like going up a hill from a dead-stop. The dealer looked for leaks, checked pressures, drove the car, and "found nothing". This seemed to level off and I have been dealing with it.

The car has to be driven for a while before the slipping occurs. I recently drove the car about 650 miles in one day, with only food and gas stops. Once I reached my location and drove in the city, stopping at stop-signs and accelerating, it was slipping excessively. I was at that location for 3-days and it slipped throughout after running about 10-miles. Once I returned (another 650 miles), the car sat in the garage for 3-days without use. I drove about 10 miles on the 4th day and for miles 1-9 it was perfect. About 10-miles, it started slipping again when I accelerated. It's mainly from 1st to 2nd. The slipping after 10 miles was not as bad as the reaction after driving 650 miles in one day.

The car is going to the dealer on Monday for a Sync update, since it doesn't upgrade from my flash drives. I plan on driving it for a while so the service writer can take a drive with me and see what it is doing.

Here is an update on this post. The dealer performed the tests on the transmission and it failed so they are ordering a new clutch for it. I guess there is a backlog on getting these clutch's.

on the Sync issue the dealer could not update my system and they had to order a control module.

04-30-2013 06:45 PM

Tubeway Army

I did a first time aggressive launch today when I pulled out in front of oncoming traffic, enough to squeal the tires. The transmission did not grind and I had it in D mode as it cycled through the gears at high RPM.

To me at least in my case, there seems to be a correlation between high RPMs and limited slippage, maybe the clutch is engaging faster and not dragging it's feet thinking of what gear to be in?

04-30-2013 05:59 PM

gostinger

Quote:

Originally Posted by dyn085

The TSB that addressed the roll-back uses the brakes to hold the car in place, not the clutches.

Yes I know and agree but in my case I could actually feel the car engaging even while stopped before moving forward.

04-30-2013 05:15 PM

PratoN

Quote:

Originally Posted by gostinger

I am going to chime in on this one only because I believe that the DCT software prior to the latest TSB is better than what DCT owners have now. I think the clutches are engaging while stopped and preparing to move which is causing premature wear and heat... The best way to put it is like riding the clutch in a manual. I am not a tech but I recall the roll back we were experiencing prior to this latest TSB was because the clutches were fully released and engaged properly when forward motion was summoned by the accelerator.

Very plausible. I had issues with my transmission that previous updates seemed to help. 12B37 was great for throttle response initially, but the grinding noises didn't start until 12B37 was applied.

Quote:

Originally Posted by dyn085

The TSB that addressed the roll-back uses the brakes to hold the car in place, not the clutches.

True, but they might hold the brakes as the clutch is engaging which could cause unnecessary wear on the clutch. Not that I think that's the case because I have issues with gears R,2,4, & 6.

04-30-2013 03:55 PM

dyn085

The TSB that addressed the roll-back uses the brakes to hold the car in place, not the clutches.

04-30-2013 03:48 PM

gostinger

I am going to chime in on this one only because I believe that the DCT software prior to the latest TSB is better than what DCT owners have now. I think the clutches are engaging while stopped and preparing to move which is causing premature wear and heat. This maybe causing the seals to fail and fluid to leak and the overheated clutches aren't behaving well. The best way to put it is like riding the clutch in a manual. I am not a tech but I recall the roll back we were experiencing prior to this latest TSB was because the clutches were fully released and engaged properly when forward motion was summoned by the accelerator. Again just my 2 cents worth on my experience with my ex-2012 DCT(was like a bad marriage and we got a divorce).

04-30-2013 03:22 PM

dyn085

Moved to MK3 TSB, Recall & Problems Archive. Also subscribed to see if this helps us net any solutions in the future. My car has random fluctuation of about 250 rpm on steady-state (cruise control, flat surface) driving for what appears to be no reason whatsoever.

04-30-2013 01:46 PM

PratoN

Quote:

Originally Posted by raptor1956

I think the shudder problem between gears is likely to be bad timing of the handoff between the two clutches.

I agree it's probably a timing thing too (if there is no oil contamination). If it's not software, then it could be a faulty motor or binding components. I don't know if I'll ever get to find out, though.

04-30-2013 12:29 PM

raptor1956

Quote:

Originally Posted by PratoN

Just thought I'd let you guys know that the tool I used to monitor my transmission input shaft speed must not update/refresh fast enough because I wasn't able to get a clear plot of the shudder.

I think the shudder problem between gears is likely to be bad timing of the handoff between the two clutches. If this is the case it could be the mechanical linkage in the actuators is bent/too-long/too-short/etc so that this messes with the timing of the handoff.

What would be nice is a user set of timing offsets to adjust things. I have to believe Ford engineering has such tools and it may well be they know what the problem is and have decided to do nothing to fix it.

Brian

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